High-strength and highly fatigue-resistant steel rail and production method thereof

ABSTRACT

The present invention relates to a high-strength, highly wear-resistant, and highly contact-fatigue-resistant steel rail and a production method thereof, and belongs to the field of black steel manufacturing technology. The present invention provides a high-strength and highly fatigue-resistant steel rail, comprising the following chemical components by weight percentage: C: 0.76%˜0.86%; Si: 0.6%˜1%; Mn: 0.7%˜1.5%, Cr: 0.1%˜0.5%, and 0.8%≦Mn %+Cr %≦1.6%; V: 0.05%˜0.3%, Ni: 0.1%˜0.35%, and 0.15%≦V %+Ni %≦0.4%; Mo: ≦0.03%; P: ≦0.02%; S: ≦0.015%; Fe and inevitable impurities: the remaining content, wherein, the metallurgical structure of the steel rail is fine pearlite+A, where, A is proeutectoid ferrite or proeutectoid cementite, and A≦2%. The tensile strength of the obtained steel rail is 1,260 MPa˜1,420 MPa.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims priority to Chinese Application No. 201510006016.8, filed on Jan. 7, 2015, entitled “High-Strength and Highly Fatigue-Resistant Steel Rail and Production Method Thereof”, which is specifically and entirely incorporated by reference.

FIELD OF THE INVENTION

The present invention relates to a high-strength, highly wear-resistant, and highly contact-fatigue-resistant steel rail and a production method thereof, and belongs to the field of black steel manufacturing technology.

BACKGROUND OF THE INVENTION

With the rapid development of China's heavy haul railways, the axle load on the freight railways in China has been increased continuously. For example, the axle load on most mixed passenger and freight transport railways is 21 tons or 23 tons, the axle load on special major freight railways, such as Daqin Railway and Shuohuang Railway, is 25 tons, and the axle load on the South Central Channel, which has just be built up and put into trial run, is 30 tons. It is foreseeable that increasing the axle load of freight trains will be the most optimal and the most economical method among the methods for further improving the efficiency of railway freightage in China. In addition, as the axle load on freight railways is increased continuously, the need for high wear resistance performance and high contact fatigue resistance performance of freight railways becomes more urgent. Therefore, it is an urgent task to develop new rail steel to adapt to the new railway transport pattern in China. Thus, in the present invention, a heavy-duty steel rail with high wear resistance and high contact fatigue resistance performance is developed, against the complex and heavy-haul railway transportation conditions in China.

In recent years, considering the present situation of steel rail production and railway operation in China, relevant domestic and foreign steel rail manufacturers have applied for patents related with steel rail techniques in China, such as hyper-eutectoid steel rail production technique, low alloy steel rail production technique, etc.

Relevant patent applications include as indicated below.

-   (1) Corus UK LIMITED applied for a patent for “Rail Steel with an     Excellent Combination of Wear Properties and Rolling Contact Fatigue     Resistance” (Application Publication No. CN101946019A) in 2011,     which related to a high-strength pearlitic steel rail with an     excellent combination of wear properties and rolling contact fatigue     resistance, comprising: C: 0.88˜0.95%, Si: 0.75˜0.92%, Mn:     0.80˜0.95%, V: 0.05˜0.14%, N: ≦0.008%, P: ≦0.030%, S: 0.008˜0.030%,     H: ≦2.5 ppm, Cr: ≦0.10%, Al: ≦0.010%, 0: ≦20 ppm, and Fe and     inevitable impurities: the remaining content. The patented steel     rail has RCF resistance higher than 130,000 cycles under water     lubricated condition. -   (2) Baotou Steel Corporation (China) applied for a patent for     “High-Strength Rare Earth Steel Rail Containing Cr and V”     (Application Publication No. CN102517501A) in 2012, which related to     a high-strength and highly wear-resistant rare earth steel rail and     belongs to the technical field of metallurgical products. The     chemical components and their weight percentages in the steel rail     are: C: 0.65˜0.82%, Si: 0.50˜0.80%, Mn: 0.70˜1.20%, P: ≦0.025%, S:     ≦0.025%, Cr: 0.20˜0.40%, V: ≦0.10%, RE (addition): ≦0.03%, and Fe     substrate and trace impurities: the remaining content. By adding Cr     and V alloys and rare earth (rare earth cored wires are added after     refining), the elements complement each other and thereby the     strength and wear resistance of the steel rail are improved, and     overall properties, welding performance, and heat treatment     performance of the steel rail are improved. Thus, the steel rail is     applicable to important heavy-haul trunk railways and has extensive     application prospects. -   (3) Baotou Steel Corporation (China) applied for a patent for “Steel     Special for High-Strength and Heat-Treated Steel Rail” (Application     Publication No. CN103014486A) in 2013, which related to steel     special for high-strength and heat-treated steel rail, and the     chemical components of the steel by weight percentage include: C:     0.70˜0.82%, Si: 0.13˜0.60%, Mn: 0.65˜1.25%, P or S: ≦0.025%, Al:     ≦0.007%, and Fe and inevitable impurities: the remaining content.     The steel has reasonable composition proportion, the strength of the     steel rail is improved through heat treatment, and the steel can     meet the requirements for steel rails on the coal transport railways     and curve steel rail in Indonesia. -   (4) Baotou Steel Corporation (China) applied for a patent for “Steel     special for Low-Alloy and Medium-Strength Steel Rail” (Application     Publication No. CN103014506A) in 2013, which related to steel     special for low-alloy and medium-strength steel rail, and the     chemical components of the steel by weight percentage include: C:     0.72˜0.82%, Si: 0.35˜1.00%, Mn: 0.80˜1.25%, Cr: 0.40˜0.70%, P:     ≦0.020%, S: ≦0.020%, Al: ≦0.005%, and Fe and inevitable impurities:     the remaining content. The steel has reasonable composition     proportion and low alloying element content, the steel rail has     higher strength and higher hardness when compared with ordinary     hot-rolled steel rails, and the steel can meet the use requirements     for steel rails on curve railways and heavy-haul railways. -   (5) Nippon Steel & Sumitomo Metal Corporation (Japan) applied for a     patent for “Steel Rail and Production Method Thereof” (Application     Publication No. CN102985574A) in 2013, which provided a steel rail     comprising the following components by weight percentage: C: >0.85     and ≦1.20%, Si: 0.05˜2.00%, Mn: 0.05˜0.50%, Cr: 0.05˜0.60%, P:     ≦0.0150%, and Fe and inevitable impurities: the remaining content,     wherein, 97% or more of a head surface portion, which is in a range     from a surface of a head corner portion and a head top portion as a     starting point to a depth of 10 mm, has a pearlite structure,     wherein, the Vickers hardness of the pearlite structure is     Hv320˜500, and a CMn/FMn value which is a value obtained by dividing     CMn [at. %] that is a Mn concentration of a cementite phase in the     pearlite structure by FMn [at. %] that is a Mn concentration of a     ferrite is ≧1.0 and ≦5.0. -   (6) Voest-Alpine Stahl AG (Austria) applied for a patent for “Method     for Heat Treatment of Rails” (Application Publication No.     CN1085258A) in 1993, which related to a method for the thermal     treatment of steel rail, in particular of the rail head, in which     cooling is carried out in a cooling medium that contains a synthetic     cooling agent additive, starting at temperatures above 720° C. In     order to prevent the rail web from hardening while maintaining     optimum cooling speeds for the rail head, immersion in the cooling     medium is continued until a surface temperature between 450° C. and     550° C. is obtained after drawing the submerged areas of the rails     without temperature equalization over the whole cross section. -   (7) Nippon Steel Corporation (Japan) applied for a patent for     “Pearlite-Based High-Carbon Steel Rail with Excellent Ductility and     Method for Manufacturing the Same” (Application Publication No.     CN102803536A) in 2012, which related to a pearlite-based high-carbon     steel rail with excellent ductility, comprising the following     components by mass percentage: C: more than 0.85 to 1.40%, Si: 0.10     to 2.00%, Mn: 0.10 to 2.00%, Ti: 0.001 to 0.01%, V: 0.005 to 0.20%,     N: less than 0.0040%, and Fe and inevitable impurities: the     remaining content; the contents of Ti and V meet the following     formula (1), and the rail head part is a pearlite structure: 5≦[V (%     by mass)]/[Ti (% by mass)]≦20. -   (8) BNSF Railway Co., Ltd. (USA) applied for a patent for     “High-Strength and Damage-Resistant Steel Rail and Method for     Manufacturing the Same” (Application Publication No. CN1063916A)     in 1991. The patent puts forth a high-strength and damage-resistant     steel rail, comprising the following components by weight     percentage: C: (0.60˜0.85)%, Si: (0.1˜1.0)%, Mn: (0.5˜1.5)%, P:     ≦0.035%, S: ≦0.040%, Al: ≦0.05%, and Fe and inevitable impurities:     the remaining content. The hardness of the corner part 2 and head     side part 3 of rail is HB341˜HB405, and the hardness of the head top     part is not more than 90% of the hardness of the corner part and     head side part of rail. With that invention, injuries of the top     part of rail head resulted from excessive contact pressure incurred     by scuffs on the head part can be inhibited, and the service life of     the steel rail can be prolonged. -   (9) Nippon Kokan Co., Ltd. (Japan) applied for a patent for     “Wear-Resistant Steel Rail Capable for Preventing Propagation of     Unstable Fracture” (Application Publication No. CN86106894A) in     1986, in which the steel rail comprises the following components by     weight percentage: C: 0.50˜0.85%, Si: 0.10˜1.0%, Mn: 0.50˜1.50%, P:     <0.035%, S: <0.035%, Al: <0.050%, and Fe and inevitable impurities:     the remaining content. The structure of the rail web is     high-ductility tempered bainite structure or mixed structure of     bainite and martensite. The steel rail may further comprises one or     more of the following elements by weight percentage: Cr: 0.05˜1.50%,     Mo: 0.05˜0.20%, V: 0.03˜0.10%, Ni: 0.10˜1.00%, and Nb: 0.005˜0.050%.

SUMMARY OF THE INVENTION

The technical problem to be solved in the present invention is to provide a high-strength, highly wear-resistant, and highly contact-fatigue-resistant steel rail and a production method thereof.

The technical solution of the present invention is as indicated below.

A high-strength and highly fatigue-resistant steel rail, comprising the following chemical components by weight percentage: C: 0.76%˜0.86%; Si: 0.60%˜1.00%; Mn: 0.70%˜1.50%, Cr: 0.10%˜0.50%, and 0.80%≦Mn %+Cr %≦1.60%; V: 0.05%˜0.30%, Ni: 0.10%˜0.35%, and 0.15%≦V %+Ni %≦0.40%; Mo: ≦0.03%; P: ≦0.020%; S: ≦0.015%; Fe and inevitable impurities: the remaining content, wherein, the metallurgical structure of the steel rail is fine pearlite+A, where, A is proeutectoid ferrite or proeutectoid cementite, and A≦2%.

The steel rail further comprises the following components by weight percentage: Ti: 0.05%˜0.30%, and Nb: 0.005%˜0.10%.

Preferably, A is proeutectoid ferrite or proeutectoid cementite, and A≦1%.

The tensile strength of the steel rail is 1,260 MPa˜1,420 MPa, the hardness of the rail head tread is 390HB˜432HB, the hardness of the part at 10 mm below the surface of rail head is 380HB˜420HB, and the hardness of the part at 24 mm below the surface of rail head is 370HB˜401HB.

The present invention further provides a method for producing the high-strength and highly fatigue-resistant steel rail, comprising the procedures in turn: converter smelting-LF refining-RH vacuum treatment-continuous casting-rolling-cooling-straightening, wherein, the finish rolling temperature in the rolling procedure is controlled to be 930° C.˜1,000° C.; the initial cooling temperature in the cooling procedure is controlled to be 780° C.˜880° C., the final cooling temperature is controlled to be 300° C.˜400° C., and the cooling rate is controlled to be 4.0° C.˜10.0° C./s.

Preferably, the cooling method is at least one selected from the group consisting of air blast cooling, water mist cooling and water cooling.

The present invention has the following beneficial effects. Compared with the inventions reported in the prior art, in the present invention, the second-phase structure (e.g., proeutectoid ferrite and proeutectoid cementite) is less, and the full rail profile is pearlite structure; especially, there is no martensite or bainite structure in tempered state in the rail web; thus, the risk of occurrence of horizontal cracks in the rail web in the service life of the steel rail is avoided. In addition, the present invention has the following advantages.

-   (1) The production process of the steel rail is compact and the     operation is easier to control; a secondary heating procedure is     eliminated, when compared with an offline heat treatment process;     thus, energy and production time are saved. -   (2) Through the process described above, the cooling of the rail     head is more uniform, and the depth of hardened layer in the rail     head is greater.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a structural representation of hardness testing positions on the steel rail tread, where, L=10 mm, and B=24 mm. At the hardness testing position A0 on the rail tread, when the steel rail tread is tested, the surface layer of the rail tread must be ground off by 0.50 mm, before Brinell hardness test can be carried out for the surface; A1, B1 and C1 are hardness testing points at 10 mm distance from the surface of rail head, A2, B2 and C2 are hardness testing points at 24 mm distance from the surface of rail head.

FIG. 2 is a partially enlarged view of part A in FIG. 1.

FIG. 3 shows the typical metallurgical structure of the sample obtained in example 1, and the metallurgical structure is pearlite+0.8% trace proeutectoid ferrite.

DETAILED DESCRIPTION OF EMBODIMENTS

The present invention provides a high-strength and highly fatigue-resistant steel rail, comprising the following chemical components by weight percentage: C: 0.76%˜0.86%; Si: 0.60%˜1.00%; Mn: 0.70%˜1.50%, Cr: 0.10%˜0.50%, and 0.80%≦Mn %+Cr %≦1.60%; V: 0.05%˜0.30%, Ni: 0.10%˜0.35%, and 0.15%≦V %+Ni %≦0.40%; Mo: ≦0.03%; P: ≦0.020%; S: ≦0.015%; Fe and inevitable impurities: the remaining content, wherein, the metallurgical structure of the steel rail is fine pearlite+A, where, A is proeutectoid ferrite or proeutectoid cementite (also referred to as secondary cementite), and A≦2%.

Proeutectoid ferrite: it means ferrite precipitating from austenite lower than the eutectoid composition as the austenite is cooled down from a high temperature before eutectoid transformation (eutectoid transition) takes place.

Proeutectoid cementite: it is also referred to as secondary cementite, which refers to Fe₃C precipitating from austenite A. The secondary cementite precipitates from austenite along the grain boundaries as the carbon content changes during temperature drop. It appears in hypereutectoid steel in most cases and is usually in mesh form. In view that the secondary cementite meshes have adverse effects to the performance of the steel, they can be broken by normalization to improve performance.

Preferably, 0.05%˜0.30% Ti and 0.005%˜0.10% Nb may be added, depending on the requirement for strengthening. Hereinafter, the design and control ranges of the elements will be described.

C is a positive element for improving wear resistance of steel rail. However, if the carbon content is too high, a large amount of proeutectoid cementite (also referred to as secondary cementite) may appear; if the carbon content is too low, a large amount of proeutectoid ferrite may precipitate; both cases have adverse effects to the contact fatigue resistance of the steel rail. Hence, in the present invention, the carbon content is controlled to be within a range of 0.76%˜0.86%, so that proeutectoid ferrite and proeutectoid cementite can be controlled to be 2.0% or lower.

Si is a major element for solution strengthening, and can improve the strength and wear resistance of steel rail. In addition, in eutectoid steel rails, Si is an element that promotes the precipitation of ferrite, and has a function of inhibiting the precipitation of cementite. However, if the Si content is too high, the plasticity and toughness of the steel rail will be decreased; consequently, the contact fatigue resistance of the steel rail will be decreased. Hence, in the present invention, the Si content is controlled to be within a range of 0.60%˜1.00%.

Mn and Cr are strong-hardenability alloying elements, an optimal effect can be attained if both elements are added at the same time. In addition, Mn and Cr are maj or elements for improving wear resistance of steel rail. However, if the Mn content and Cr content are too high, harmful bainite and martensite structures may appear in the steel rail. Therefore, the total addition amount of Mn and Cr must be controlled strictly. Hence, in the present invention, to ensure the structure of the steel rail is pearlite structure, the Mn content is controlled to be within a range of 0.70%˜1.50%, the Cr content is controlled to be within a range of 0.10%˜0.50%, and 0.80%≦Mn %+Cr %≦1.60%.

Mo is an element that can strongly increase hardenability; especially, when Mn and Cr are used in combination, even a small amount of Mo can result in mixed bainite and martensite structure in the rail web, which is quite harmful to the performance of the rail web. For example, in the Mn, Cr and Mo alloy system described in the patent document CN86106894A, typical bainite structure appears in the rail web. In the present invention, microalloy elements Mn and Cr are mainly utilized to ensure hardenability performance. Hence, in the present invention, the Mo content is controlled to be lower than 0.03%.

V and Ni are elements that can improve the strength-toughness of steel rail without compromising the plasticity of steel rail. However, excessive V and Ni have little contribution to further improvement of toughness but have adverse effects, and result in significantly increased production cost at the same time. Hence, in the present invention, the V content is controlled to be within a range of 0.05%˜0.30%, the Ni content is controlled to be within a range of 0.10%˜0.35%, and 0.15%≦V %+Ni %≦0.40%.

Both P and S are elements that can not be eliminated completely. P segregates at the grain boundaries in the steel rail structure, which is very harmful to the toughness of the steel rail; S mainly produces MnS inclusion in the steel, which is harmful to the contact fatigue resistance of the steel rail. Hence, in the present invention, according to the actual production control ability of the manufacturer, the P content is controlled to be lower than 0.020%, and the S content is controlled to be lower than 0.015%.

In addition, to improve the strength and wear resistance of the rail steel, prevent the welding heat affected zone from softening, and improve the strength and hardness of welded joints, Ti and Nb elements can be added for grain refining. However, if the Ti content and Nb content are too high, a second phase such as TiC or NbC will precipitate in the steel rail at a high temperature. In the precipitation process of the above second phase, the content of cementite lamellas in the pearlite structure of the steel rail will be reduced, because the content of carbon dissolved in the steel rail is decreased actually. Consequently, the strength and hardness of the steel will be decreased instead. Hence, in the present invention, only a very small amount of Ti and Nb can be added. The Ti content is controlled to be within a range of 0.05%˜0.30%, and the Nb content is controlled to be within a range of 0.005%˜0.10%.

The tensile strength of the obtained steel rail is 1,260 MPa˜1,420 MPa, and the testing positions are shown in FIG. 1; the hardness of the rail head tread is 390HB˜432HB, and the testing positions are shown in FIG. 2; the hardness of the part at 10 mm below the surface of rail head is 380HB˜420HB, and the testing positions are shown in FIG. 2; the hardness of the part at 24 mm below the surface of rail head is 370HB˜401HB, and the testing positions are shown in FIG. 2.

The present invention further provides a method for producing the above high-strength and highly fatigue-resistant steel rail, comprising the procedures in trun: converter smelting-LF refining-RH vacuum treatment-continuous casting-rolling-cooling-straightening-test-surface inspection, wherein, the finish rolling temperature in the rolling procedure is controlled to be 930° C.˜1,000° C.; the initial cooling temperature in the cooling procedure is controlled to be 780° C.˜880° C., the final cooling temperature is controlled to be 300° C.˜400° C., and the cooling rate is controlled to be 4.0° C.˜10.0° C./s.

The steel rail is treated by in-line heat treatment. Usually, the finish rolling temperature of the steel rail is 930° C.˜1,000° C. Forced cooling (including a combination of one or more selected from the group consisting of air blast cooling, water mist cooling, and water cooling) is required in the high-temperature stage in order to inhibit the precipitation of proeutectoid ferrite or proeutectoid cementite in the steel rail, and the initial cooling temperature of the steel rail is controlled to be between 780° C.˜880° C. Moreover, in view of the high initial cooling temperature, high cooling efficiency is required, so that the core part of rail head can be quenched fully. Usually, the cooling is controlled at 4.0° C./s˜10.0° C./s cooling rate, till the temperature at the center of the rail head surface drops to 300° C.˜400° C. Finally, the hardness of the part at 24 mm below the rail head surface reaches 370HB or more, while the hardness of the rail head surface increased to 390HB.

EXAMPLE

The production procedures include: rail steel smelting in a converter-refining in a LF furnace and molten steel heating-RH composition control and homogenization-bloom continuous casting under six-strand protection-bloom heating-7-stand universal rolling-feeding the rolled steel with ends into heat treatment equipment for forced cooling-discharging from the heat-treatment equipment at 300° C.˜400° C. final cooling temperature-cooling on walking beam cooler-combined vertical and horizontal straightening-non-destructive test, cross sectional dimension and straightness inspection-combined cutting and drilling, and cutting to specified length-surface inspection-warehousing.

The temperature of the rolled part is 930° C.˜1,000° C. when the rolled part is discharged from the UF finish rolling section. To ensure the initial cooling temperature is 780° C.˜880° C., the running speed of the roller way must be increased, and relevant pause procedures must be cancelled, so that the rolled part enters into the heat treatment equipments at a desired temperature. The range of adjustment is 4.0° C./s˜10.0° C./s, according to the composition of the steel rail in smelting and the cooling rate of the steel rail controlled by temperature.

Hereinafter, some examples will be described with reference to the above embodiment. The chemical composition of the rail steel in smelting in Examples 1-10 is shown in Table 1, wherein the remaining is Fe and inevitable impurities; the process conditions controlled in Examples 1-10 as shown in Table 2; the properties and metallurgical structure of the finished product in Examples 1-10 are shown in Table 3. In the examples and comparative examples of the present invention, the properties of the steel rail, including tensile strength, specific elongation, and hardness of tread, etc., are respectively tested as per GB/T228.1 “Metallic Materials-Tensile Testing-Part 1: Method of Test at Room Temperature”, and GB/T 231.1 “Metallic Materials-Brinell Hardness Test-Part 1: Test Method”.

Comparative Examples 1-4

The chemical compositions of the steel rails in smelting in the comparative examples 1-4 are shown in Table 4, wherein the remaining is Fe and inevitable impurities. The production procedures involved in comparative examples are the same as those in the examples, and the process conditions involved in comparative examples 1-4 are the same as those in Example 1.

Comparative Examples 5-7

The process conditions involved in comparative examples 5-7 are shown in Table 5. The chemical compositions of the steel rails in smelting in the comparative examples 5-7 are respectively the same as those involved in Example 5-7.

TABLE 1 Composition in Smelting in Examples 1-10 Chemical Composition in Smelting/wt % Example C Si Mn Cr V Ni Mo Ti Nb P S 1 0.76 0.65 1.12 0.32 0.11 0.12 0.02 0.11 0.005 0.019 0.013 2 0.77 0.90 1.36 0.14 0.15 0.16 0.02 0.06 0.01 0.013 0.011 3 0.78 0.71 0.96 0.21 0.06 0.18 0.01 0.08 0.005 0.017 0.010 4 0.80 0.66 0.95 0.25 0.14 0.11 0.02 0.07 0.02 0.018 0.014 5 0.82 0.75 1.06 0.30 0.16 0.17 0.01 0.06 0.008 0.018 0.010 6 0.84 0.84 0.95 0.31 0.20 0.19 0.01 0.05 0.03 0.011 0.008 7 0.86 0.80 1.05 0.25 0.08 0.10 0.02 0.06 0.01 0.018 0.010 8 0.77 0.90 1.36 0.14 0.15 0.16 0.02 0 0 0.012 0.009 9 0.76 0.65 1.12 0.32 0.11 0.12 0.02 0 0.005 0.019 0.013 10 0.80 0.66 0.95 0.25 0.14 0.11 0.02 0.07 0 0.018 0.014

TABLE 2 Cooling Rates and Process Conditions in Examples 1-10 Cooling Final cooling rate/ Finish Rolling Initial cooling temperature/ Example ° C./s Temperature/° C. temperature/° C. ° C. 1 7.5 971 831 368 2 8.0 978 838 373 3 6.5 948 808 360 4 7.2 960 820 365 5 5.0 942 802 354 6 9.2 995 855 380 7 8.5 990 850 378 8 7.9 975 835 371 9 7.5 972 830 365 10 7.2 961 819 364

TABLE 3 Performance Indexes in Examples 1-10 Hardness Hardness at 10 mm Hardness at 24 mm Tensile Specific of tread below surface/HB below surface/HB Metallurgical Example strength/MPa elongation/% A0/HB A1 B1 C1 A2 B2 C2 structure 1 1283 12.2 393 385 383 385 373 375 373 P + 0.8% α 2 1355 13.0 406 398 395 395 385 388 388 P 3 1298 12.3 395 385 388 385 375 375 373 P 4 1345 11.5 404 395 393 393 385 385 383 P 5 1340 11.0 401 393 393 390 383 380 380 P 6 1395 12.3 420 409 412 409 393 395 395 P + 0.1 wt % FeC 7 1386 13.1 417 406 404 404 390 388 390 P + 0.3 wt % FeC 8 1355 11.0 406 398 395 395 385 388 388 P 9 1270 11.7 390 383 383 383 373 373 373 P + 0.3 wt % α 10 1325 11.3 398 390 390 390 380 383 383 P

In the Table 3, P represents pearlite, a represents proeutectoid ferrite, and FeC represents proeutectoid cementite (also referred to as secondary cementite).

TABLE 4 Composition in Smelting in Comparative Examples 1-4 Comparative Chemical Composition in Smelting/wt % example C Si Mn Cr V Ni Mo Ti Nb P S 1 0.77 0.9 1.36 0.30 0.15 0.16 0.02 0.06 0.01 0.012 0.013 2 0.78 0.71 0.70 0.05 0.06 0.18 0.01 0.08 0.005 0.016 0.01 3 0.84 0.84 0.95 0.31 0.20 0.25 0.01 0.05 0.03 0.011 0.008 4 0.86 0.8 1.05 0.25 0.05 0.05 0.02 0.06 0.01 0.018 0.01

TABLE 5 Cooling Rates and Process Conditions in Comparative Examples 5-7 Finish Rolling Initial cooling Final cooling Comparative Cooling rate/ Temperature/ temperature/ temperature/ example ° C./s ° C. ° C. ° C. 5 3 1100 970 465 6 12 1200 1070 605 7 8 900 770 298

TABLE 6 Performance Indexes in Comparative Examples 1-7 Hardness Hardness at 10 mm Hardness at 24 mm Comparative Tensile Specific of tread below surface/HB below surface/HB Metallurgical example strength/MPa elongation/% A0/HB A1 B1 C1 A2 B2 C2 structure 1 1373 8.0 412 401 398 398 393 390 390 P + dot-like M 2 1252 10.4 383 373 370 373 361 363 363 P 3 1420 9.5 423 412 415 412 395 395 398 P + 0.1 wt % FeC + dot-like M 4 1355 10.5 406 395 395 393 383 383 380 P + 0.3 wt % FeC 5 1260 11.1 385 378 378 375 366 366 368 P 6 1230 10.8 373 366 366 368 345 343 343 P + 1.2 wt % FeC 7 1425 9.3 426 417 417 415 398 401 401 P + 0.1 wt % FeC + dot-like M

In the Table 6, P represents pearlite, at represents proeutectoid ferrite, and FeC represents proeutectoid cementite (also referred to as secondary cementite), M represents martensite.

It can be seen from Table 1 to 6 that the second-phase structure (e.g., proeutectoid ferrite and proeutectoid cementite) is less and the steel rail in the present invention has high-strength, highly wear-resistant, and highly contact-fatigue-resistant performance. 

1. A steel rail, comprising the following chemical components by weight percentage: C: 0.76%˜0.86%; Si: 0.60%˜1.00%; Mn: 0.70%˜1.50%, Cr: 0.10%˜0.50%, and 0.80%≦Mn %+Cr %≦1.60%; V: 0.05%˜0.30%, Ni: 0.10%˜0.35%, and 0.15%≦V %+Ni %≦0.40%; Mo: ≦0.03%; P: ≦0.020%; S: ≦0.015%; Fe and inevitable impurities: the remaining content, wherein, the metallurgical structure of the steel rail is fine pearlite+A, where, A is proeutectoid ferrite or proeutectoid cementite, and A≦2%.
 2. The steel rail according to claim 1, wherein, further comprising the following components by weight percentage: Ti: 0.05%˜0.30%, and Nb: 0.005%˜0.10%.
 3. The steel rail according to claim 1, wherein, A is ≦1%.
 4. The steel rail according to claim 2, wherein, A is ≦1%.
 5. The steel rail according to claim 1, wherein, tensile strength of the steel rail is 1,260 MPa˜1,420 MPa, hardness of the rail head tread is 390HB˜432HB, hardness of the part at 10 mm below the surface of rail head is 380HB˜420HB, and hardness of the part at 24 mm below the surface of rail head is 370HB˜401HB.
 6. The steel rail according to claim 2, wherein, tensile strength of the steel rail is 1,260 MPa˜1,420 MPa, hardness of the rail head tread is 390HB˜432HB, hardness of the part at 10 mm below the surface of rail head is 380HB˜420HB, and hardness of the part at 24 mm below the surface of rail head is 370HB˜401HB.
 7. The steel rail according to claim 3, wherein, tensile strength of the steel rail is 1,260 MPa˜1,420 MPa, hardness of the rail head tread is 390HB˜432HB, hardness of the part at 10 mm below the surface of rail head is 380HB˜420HB, and hardness of the part at 24 mm below the surface of rail head is 370HB˜401HB.
 8. The steel rail according to claim 4, wherein, tensile strength of the steel rail is 1,260 MPa˜1,420 MPa, hardness of the rail head tread is 390HB˜432HB, hardness of the part at 10 mm below the surface of rail head is 380HB˜420HB, and hardness of the part at 24 mm below the surface of rail head is 370HB˜401HB.
 9. A method for producing a steel rail, comprising the procedures in turn: converter smelting-LF refining-RH vacuum treatment-continuous casting-rolling-cooling-straightening, wherein, finish rolling temperature in the rolling procedure is controlled to be 930° C.˜1,000° C.; initial cooling temperature in the cooling procedure is controlled to be 780° C.˜880° C., final cooling temperature is controlled to be 300° C.˜400° C., and cooling rate is controlled to be 4.0° C.˜10.0° C./s; wherein, the steel rail comprises the following chemical components by weight percentage: C: 0.76%˜0.86%; Si: 0.60%˜1.00%; Mn: 0.70%˜1.50%, Cr: 0.10%˜0.50%, and 0.80%≦Mn %+Cr %≦1.60%; V: 0.05%˜0.30%, Ni: 0.10%˜0.35%, and 0.15%≦V %+Ni %≦0.40%; Mo: ≦0.03%; P: ≦0.020%; S: ≦0.015%; Fe and inevitable impurities: the remaining content, wherein, the metallurgical structure of the steel rail is fine pearlite+A, where, A is proeutectoid ferrite or proeutectoid cementite, and A≦2%.
 10. The method for producing the steel rail according to claim 9, wherein, the steel rail further comprising the following components by weight percentage: Ti: 0.05%˜0.30%, and Nb: 0.005%˜0.10%.
 11. The method for producing the steel rail according to claim 9, wherein, A is ≦1%.
 12. The method for producing the steel rail according to claim 10, wherein, A is ≦1%.
 13. The method for producing the steel rail according to claim 9, wherein, tensile strength of the steel rail is 1,260 MPa˜1,420 MPa, hardness of the rail head tread is 390HB˜432HB, hardness of the part at 10 mm below the surface of rail head is 380HB420HB, and hardness of the part at 24 mm below the surface of rail head is 370HB˜401HB.
 14. The method for producing the steel rail according to claim 10, wherein, tensile strength of the steel rail is 1,260 MPa˜1,420 MPa, hardness of the rail head tread is 390HB432HB, hardness of the part at 10 mm below the surface of rail head is 380HB˜420HB, and hardness of the part at 24 mm below the surface of rail head is 370HB˜401HB.
 15. The method for producing the steel rail according to claim 11, wherein, tensile strength of the steel rail is 1,260 MPa˜1,420 MPa, hardness of the rail head tread is 390HB432HB, hardness of the part at 10 mm below the surface of rail head is 380HB420HB, and hardness of the part at 24 mm below the surface of rail head is 370HB˜401HB.
 16. The method for producing the steel rail according to claim 12, wherein, tensile strength of the steel rail is 1,260 MPa˜1,420 MPa, hardness of the rail head tread is 390HB432HB, hardness of the part at 10 mm below the surface of rail head is 380HB420HB, and hardness of the part at 24 mm below the surface of rail head is 370HB˜401HB.
 17. The method for producing the steel rail according to claim 9, wherein, the cooling method is at least one selected from the group consisting of air blast cooling, water mist cooling, and water cooling. 